Release control apparatus for fluid pressure brakes



A. T. GoRMAN Aug. 25, 1953 RELEASE CONTROL APPARAT US FOR FLUID PESSURE BRAKES Filed om.. 21,' 1949 2 Sheets-Sheet l l VNTR. Andrew Gorman A TTORNE Y A UnH' Allg- 25, 1953 A. T. GORMAN S 2,650,137

RELEASE CONTROL APPARATUS FOR FLUID PRESSURE BRAKES Filed OC'L. 2l, 1949 2 Sheets-Sheet 2 Q Q H s: Q o

f2 zo N U3 w E y L JNVENToR. PLT Anolregwl,1 Gorman 7` TOR/VE Y Patented Aug. 25, 1953 RELEASE CONTROL APPARATUS. FOR FLUID PRESSURE BRAKES Andrew T. Gorman, Pitcairn, Pa., assigner to Westinghouse Air Brake Company, a corporation of Pennsylvania Application October 21, 1949, Serial No. 122,656 Claims. (Cl. 303-40) This invention relates to fluid pressure brakes lease of the fluid pressure brakes: on the leadand more particularly to the type for use on ing unit sooner than the independent release railway locomotives.

the train and also to prevent excessive Wear, ing A unit at which time a release of brakes on locomotives comprising a multiple of connectlocomotive cab connected to the brake eylindei ed units usually including like, leading and device on such unit and is then moved out of trailing A units and one or more like interrelease position for venting the actuating pipe,

mediate B units. On each of these units there all of the independent release Valve devices brake pipe on cars of a train, to apply the iiud not start to release as soon as the brakes on valve devices for operation by fluid under pressure gage connected to the brake cylinder desure to release the brakes on the unit independvice of the leading A unit, it is possible to efently of the brake pipe and hence without nefect a full release of brakes on said A unit Withcessitating releasing of brakes on the cars of out obtaining any release of brakes on the trailthe train. An actuating pipe extending through ing A unit.

the several units of the locomotive is connected The principal object of the invention is thereto an independent brake valve device on each fore the provision of means for insuring, under is operative to a release position to supply fluid lease as desired, in response to release operationed. Equipment for automatically delaying the re- In a multiple unit diesel locomotive the aclease of brakes on the leading A unit of the tuating pipe is relatively long, due to which, and locomotive, in response to operation of the inalso due to resistance to iiovv of fluid under dependent brake valve device thereon to such supplied to said pipe by the independent brake tially in unison with the release of the fluid valve device on the leading A unit will increase pressure biakes on the trailing A unit, and since much more rapidly on said leading unit than t e brakes on the intermediate unit or units unit will operate in response to pressure of fluid all units of the locomotive will be assured.

Description As shown in the drawing, the fluid pressure brake equipment for the different units of the locomotive are separated from each other by dot and dash lines and the legends A unit are applied to the equipment which will be carried by the leading and trailing units oi'the locomotive while the legends B unit are applied to the ployed on the several units may be generally like that disclosed and described in Patent No. 2,173,- 940, issued to E. E. Hewitt et al. on September 26, 1939, modified as 1n Patent No. 2,464,977, issued to A. T. Gorman on March 22, 1949, and also like that disclosed in the Instruction Pamphlet hereinbeloreY referred to, in view o which the disclosure in the drawing and the following description thereof have been limited to only such as deemed necessary to a clear understanding of the invention.

As shown in the drawing, the brake equipment for the locomotive comprises a brake pipe I extending through the locomotive for connection with the brake pipe on a train of cars at either end of the locomotive, depending upon which end is the leading end. An automatic brake valve device (not shown) adapted to be carried by each of the A units and to be connected to the brake pipe I is operative in the usual manner to effect a reduction in pressure 1n brake pipe I to eiect an application Yof brakes on the locomotive (and cars of a train) as will be subsequently described, and to also recharge said brake pipe for releasing such application, in well known manner.

On each of the locomotive units there is provided a brake controlling valve device 2 comprising a service application valve device 3 adapted to respond to a service reduction in pressure in brake pipe I for supplying iluid at a proportional pressure to a passage 4 from which it is adapted to flowpast the lower end of a double check valve 5 to a passage f and thence past the lower end of a double check valve 'l to an annular chamber B and thence through a passage 9 to a relay valve device I@ which is adapted to respond thereto to provide, from a main reservoir pipe I9, fluid at a corresponding pressure in a brake lcylinder device Il for applying the brakes on the respective unit. When the fluid pressure brakes on each of the units of the locomotive have thus been applied to a degree proportional to the reduction of pressure in the brake pipe I, the service application valve device 3 will assume a lap position, as well known, for bottling the fluid pressure in relay valve device lil and thereby in the brake cylinder device II.

The main reservoir pipe IS may extend through the locomotive and on each unit be connected to a main reservoir l! adapted to be supplied in the usual manner with fluid at the pressure normally employed on locomotives.

Associatedwith each of the brake controlling valve devices 2 is an interlock valve device I2 comprising, in addition to the double check valves 5 and 1, a selector valve device I3 and an independent brake release valve device I4.

Each selector valve device I3 comprises a piston I5 open at one side to a chamber IB in constant -communication with atmosphere through a vent port I1 and open at the opposite side to a valve chamber I8 adapted to be constantly supplied with fluid under pressure from the main reservoir pipe I9. A slide valve 2l contained in valve chamber I8 is connected by stem 22 to the piston I5 for movement therewith. The selector valve device further comprises a piston 23 of greater area than and arranged in coaxial relation to piston I5 and subject on one side to atmospheric presure in chamber I6 and on the opposite side to pressure of iluid in a chamber 24. When chamber 24 is vented pressure of fluid in chamber I8 will move the piston I5 and thereby the slide valve 2-I to a normal position in which they are shown in the drawing. When fluid under pressure is supplied to -chamber 24, piston 23 being of greater area than piston I5, will move against said piston I5 and then actuate said piston I5 and the slide valve 2I to an independent brake release position.

Each independent release valve device I4 comprises a check valve 26 contained in a chamber 2l which is open to the annular chamber I8 encircling the double check valve 'I and therebyY to passage 9 connected to the relay valve device Iii. The check valve 2B is arranged to cooperate with a seat 28fin the casing for closing communication between chamber 2,1- and an atmospheric vent port 29, a spring 30 contained in chamber 2l acting onthe check valve 26 for urging it into contact with saidseat. Slidably mounted in a bore in the casing and extending through the passage 29- for engagement with the seated side of check valve 26 isa stem 3I extending into a chamber 32V wherein its end is provided with a follower head 33 engaging one side of a exible diaphragm 34. At one` side of the diaphragm 34 is chamber 32 while at the opposite side is a chamber 35. The chambers 32 and 35 are connected, respectively, by passages 36 and -31 to the seat of the slide valve. 2| and said passages are connected to each other through a choked communication 38.

rlhe slide valve 2l has a cavity 33 which, in the normal position of said valve, opens passage 3l tol an atmospheric vent port 40, the chamber 32 being also vented at this time through the choked communication 38 and -passage 3l. With the chambers 32 and 35- thus vented, a spring 4I contained in chamber 32A and acting on the follower head 33 will deflect the diaphragm 34 and move the stem 3l to the position in which they are shownin the drawingV and in which said stem is out of contact with the check valve 2E to permit closing thereofy by the spring 30. With the check valve 2-6 thus closed, uid supplied by the service application valve device 3 to operate the relay valve device I0 for eiecting an application of brakes on the locomotive unit will be held against dissipation through the atmospheric port 29.

When by operation of piston 23 in response to fluid pressure in chamber 24, the slide valve 2I is moved out of its normal position, in which it is shown in the drawing, to its brake release position a port 42 in said slide valve will move into registry with passage 31 and open said passage to valve chamber I8, as a result of which, fluid under pressure from said valve chamber will iiow to passage 31 and thence to diaphragm chamber 35. When uid under to passage 31 some through the choked be vented. pressure will be promptly obtained in diaphragm chamber 35 over that in chamber 32 to deflect On the leading A unit motive the cut-out valve 49 will open communication between pipes 45 and 48 and the respective independent brake valve device 50 while on In the drawing it is assumed that the A unit of Fig. 1 is the leading unit of the locomotive and the cut-out valve 49 associated with this unit is closing position.

Each engineers independent brake valve device 50 the application Each independent release valve device 53 comprises a, supply valve 54 contained in a chamber 55 constantly supplied with fluid under pressure by way of a passage 56 from the main reservoir e I9, said valve being arranged to control ow valve device fura valve `58 for controlling communication between chamber 51 and a chamber 59 which is open to atmosphere through a vent shown in the drawing and in which the actuating pipe 48 is Vented.

It will now be seen that when the handle 5| of the independent brake valve device 59 on the leading A unit of the locomotive is depressed to close valve 58 and open valve brake valve handle 5i on the leading unit of the locomotive. It will also be seen that upon release of handle 5| the actuating pipe 48 will be vented to permit return of the selector device 65 is an annular suction chamber it to which the pipe is connected. It will be noted that the'two Venturi devices 66 on the two end A units of the locomotive are arranged opposite tov each other, that is, with the down-stream ends toward each other.

With the Venturi'devices lit applied to thelocomotive brake equipment, as just described,

when the independent brake valve device d on the leading A unit of the locomotive is operated to supply fluid under pressure to the actuating pipe i8 the now of fluid through the choke in the Venturi device 66 on the respective unit will in effect create a suction in tire connected chamber 'in and pipe (i5 and thereby delay the build up of pressure therein and thereby in piston chamber 2i! of the interlock valve device i2 on said unit, while on the trailing A unit where the flow of iiuid will be into the down-stream end of the respective Venturi device C155 thev pressure of iiuid in the pipe 65 on that unit will increase with that in the actuating pipe d8. On the leading A unit of the locomotive the consequent delay in pressure build-up in the pipe e5 and in piston chamber 44 of the respective interlock valve de vice l2 is such as to prevent sufficient pressure being obtainedrin said chamber to actuate said device to its independent brake release position until sufficient pressure is built up in the corresponding chamber on the trailing A unit to actu ate the interlock valve device l2 thereon to its independent brake release position. Thus by use of the one-way acting Venturi choke devices E@ arranged as above described release or". automatic application of fluid pressure brakes on the trailing A unit of the locomotive will start substantially the same time as on the leading A unit while the release of brakes on the intermediate B unit or units will occur at least as soon as on the trailing A unit. Therefore when independent release of the fluid pressure brakes on the leading A unit is effected a like release of brakes on all other units of the locomotive will be assured.

In order to return the selector valve devices i3 on the locomotive to their normal position to pro-- vide for control of brakes by the independent brake valve device 5d through the medium of the application and release pipe e5, manual pressure on handle 5l will be released to permit return of said handle to its elevated position for releasing fluid under pressure from the actuating pipe it is desired that all of the selector valve devices i3 return to their normal position at substantially the same time and this will be obtained due tc the choking effect of throat d@ in ther Venturi device 5S on the control unit.

To move the selector valve devices it to their independent brake release position the pressure of fluid provided in the respective piston chambers 24 is that in the main reservoir pipe i9 and greatly in excess of that in said chamber at which the pistons l5 under pressure of iiuid in valve chambers I8 will return lthe selector valve devices to normal position. In order to dissipate this excess pressure as quickly as possible I therefore provide on each A unit a check valve device 12 arranged in by-passing relation to the Venturi. device 66.

Each check valve device 12 comprises a passageway 13 of greater flow capacity than the throat 66 of the Venturi devices for permitting flow of iiuid lunder pressure from the actuating pipe in the direction of the respective independent brake valve device `550. A check valve 14 closes communication through thev passageway upon flow of fluid under pressure from the respective brake valve device to the actuating pipe 48 lfor rendering thelVenturi choke effective as above described. A spring 15 acts on the check valve 14 to seat it against a ypressure in the portion oi the actuating pipe connected to the selector valve devices I3 which is just slightly in excess of that at which saidrdevices will return to normal position. It will therefore be seen that when the independent lbrake valve handle 5l depressing force to Vent the actuating pipe, the excess pressure in said pipe will be promptly dissipated whereuponthe check valve 14 on the respective unit will be seated to cause further release to occur through the throat of the respective Venturi device 66, whereby the several selector valve devices will be returned to their normal positions as quickly as possible and at substantially the same time.

If the control ends of the locomotive are changed, the cut-out valves 49 will be adjusted as hereinbeiore described and the Venturi device t6 and check valve device 12 at the new control A unit will operate to accomplish the same results as those on the other A unit when it constituted the control unit, as will be apparent from the above description.

It will be noted that the two Venturi devices 66 and check valve devices 12 `are required only when the locomotive embodies two A units for operation ofthe locomotive in either direction. If it comprised only one A unit for operation always in the same direction, only the Venturi device 66 and check valve device 12 on the single A unit would be necessary.

Summary It will now be seen thaty I have provided means whereby in response to operation of the independent brake valve device on the leading unit of a multiple unit locomotive to effect the release of the brakes independent of the pressure of fluid in the brake pipe I, a release on all of the units of the locomotive will be assured regardless of operation of the brake valve handle.

Having now described the invention what I claim as new land desire to secure by Letters Patent is:

1. In a fluid pressure brake equipment for a multiple unit locomotive, in combination, a pipe .adapted to extend the length of the locomotive, an engineers control valve device on the leading one o-f said units for supplying fluid under pressure to said pipe, a Venturi device in said pipe on said leading unit through which fluid under pressure supplied by said control valve device flows to said pipe on the other unit, an independent brake release device o-n Aeach of said units operable by fluid under pressure to effect a release of brakes thereon, a pip-e on the leading unit connecting the independent brake release device thereon to the suction of said Venturi device, and means on the other units subjecting the independent brake release devices thereon directly to pressure of fluid in said pipe thereon.

2. In a fluid pressure brake equipment for a multiple unit locomotive, in combination, a pipe adapted toV extend through the locomotive, an engineers control valve device on each of the leading and trailing units of said locomotive for supplying nuid under pressure to the respective end of said pipe, a one-way acting Venturi device on each of said leading and trailing units disis released of posed in said pipe with its up-stream end consaid second pipe, means for selectively rendering nected to t e engineers control valve device on either one of said independent brake valve dedevice on each of said leading and trailing units devices comprising a choke and a suction chameach umn operable upon e, reduemen ef pressure 5. In combination, two devices each movable in sald brake pipe to supply mm1 under pressure to one position in response to a chosen pressure to effect an application of brakes on the respec- 0 flllld and t0 anOthei DOSOII 1n response t0 each unit operable by Iiuid under pressure to DIessule in EXCESS 0f Safd ChOSeIl DleSSllle, a

of the units for supplying uid under pressure to 11d m a 90111011 0f Sad Dlpe spaced away from seld Second pmey a Ventum devlce on Sam 1ead the down stream end of said Venturi device, a mg umt through Whlch uld under pressure sul control device for connecting the portion of sald to said second pipe on theother units, means contllf device t0 either Said Source 0r tota vent,

vice en eeeh unit operable upon a reduction valve means to close said communication against lease means on each unit operable by fluid un- ANDREW T. GORMAN. der pressure to release the iiuid under pressure suppllied byfsaid application valve device to effect References Cited n the me of this patent a re ease o rakes on he unit, a second pipe adapted to extend through the locomotive, an UNITED STATES PATENTS independent brake valve device on each of the Number Name Date leading and trailing units of said locomotive for 1,923,141 Farmer Aug. 22, 1933 individually supplying uid under pressure to 2,182,047 Eaton Dec. 5, 1939 

